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Article(id=1149781740832649663, tenantId=1146029695717560320, journalId=1146120084050784272, issueId=1149781735614935465, articleNumber=null, orderNo=null, doi=10.19562/j.chinasae.qcgc.2025.03.012, pmid=null, cstr=null, oa=null, hot=null, price=null, onlineType=0, articleFormat=0, articleType=null, articleTypeStr=null, receivedDate=1722960000000, receivedDateStr=2024-08-07, revisedDate=1727625600000, revisedDateStr=2024-09-30, acceptedDate=null, acceptedDateStr=null, onlineDate=1752058928925, onlineDateStr=2025-07-09, pubDate=1742832000000, pubDateStr=2025-03-25, doiRegisterDate=null, doiRegisterDateStr=null, onlineIssueDate=1752058928925, onlineIssueDateStr=2025-07-09, onlineJustAcceptDate=null, onlineJustAcceptDateStr=null, onlineFirstDate=null, onlineFirstDateStr=null, sourceXml=null, magXml=null, createTime=1752058928925, creator=13701087609, updateTime=1752058928925, updator=13701087609, issue=Issue{id=1149781735614935465, tenantId=1146029695717560320, journalId=1146120084050784272, year='2025', volume='47', issue='3', pageStart='1', pageEnd='586', issueExtLink='null', onlineDate='null', pubDate='null', beforeIssueId=null, nextIssueId=null, price=null, status=1, issueComplete=1, articleOrder=1, issueType=-1, specialIssue=0, createTime=1752058927681, creator=13701087609, updateTime=1753780706926, updator=13701087609, preIssue=null, nextIssue=null, ext={EN=IssueExt(id=1157003401239290378, tenantId=1146029695717560320, journalId=1146120084050784272, issueId=1149781735614935465, language=EN, specialIssueTitle=, coverIllustrator=, specialIssueEditor=, specialIssueAbout=), CN=IssueExt(id=1157003401239290379, tenantId=1146029695717560320, journalId=1146120084050784272, issueId=1149781735614935465, language=CN, specialIssueTitle=, coverIllustrator=, specialIssueEditor=, specialIssueAbout=)}, issueFiles=null}, startPage=499, endPage=507, ext={EN=ArticleExt(id=1149781741054947777, articleId=1149781740832649663, tenantId=1146029695717560320, journalId=1146120084050784272, language=EN, title=Design of a Novel Coupled Dual Motor Hub Drive System Scheme, columnId=1149809889280750125, journalTitle=Automotive Engineering, columnName=Selected Papers, runingTitle=null, highlight=

To solve the problem that a single-stage reduction hub drive system cannot meet the performance specifications of specialized vehicles，and that a two-stage reduction would require the addition of extra control mechanisms，a novel coupled dual motor hub drive system scheme which is composed of two motors，a planetary gear mechanism，and a one-way clutch is proposed in this paper. The system is designed to operate in two coupling modes：torque coupling mode at low speed and speed coupling mode at medium and high speed with an autonomous mode switching capability as a functional requirement. Parameter matching is conducted with the objective of maximizing power utilization rate，and a control strategy for autonomous mode switching is developed. Under the same simulation initial condition，compared to the single motor two speed hub drive system，the coupled dual motor hub drive system exhibits an 81.25% reduction in maximum vehicle speed fluctuation and an 81.58% decrease in maximum acceleration during the mode switching process. An instantaneous optimal control strategy is established. Under the same operating conditions，the coupled dual motor hub drive system demonstrates a 21.42% reduction in energy consumption compared to the single motor two-speed hub drive system. Experimental tests are conducted using a prototype model to further validate the functionality and feasibility of the novel coupled dual motor hub drive system.

, articleAbstract=

To solve the problem that a singlestage reduction hub drive system cannot meet the performance specifications of specialized vehicles, and that a twostage reduction would require the addition of extra control mechanisms, a novel coupled dual motor hub drive system scheme which is composed of two motors, a planetary gear mechanism, and a oneway clutch is proposed in this paper. The system is designed to operate in two coupling modes: torque coupling mode at low speed and speed coupling mode at medium and high speed with an autonomous mode switching capability as a functional requirement. Parameter matching is conducted with the objective of maximizing power utilization rate, and a control strategy for autonomous mode switching is developed. Under the same simulation initial condition, compared to the single motor two speed hub drive system, the coupled dual motor hub drive system exhibits an 81.25% reduction in maximum vehicle speed fluctuation and an 81.58% decrease in maximum acceleration during the mode switching process. An instantaneous optimal control strategy is established. Under the same operating conditions, the coupled dual motor hub drive system demonstrates a 21.42% reduction in energy consumption compared to the single motor twospeed hub drive system. Experimental tests are conducted using a prototype model to further validate the functionality and feasibility of the novel coupled dual motor hub drive system.

, correspAuthors=Wei Wu, authorNote=null, correspAuthorsNote=null, copyrightStatement=null, copyrightOwner=null, extLink=null, articleAbsUrl=null, sourceXml=null, magXml=null, pdfUrl=null, pdf=null, pdfFileSize=null, pdfExtLink=null, richHtmlUrl=null, mobilePdfUrl=null, reviewReport=null, pdfFirstPage=null, abstractGraph=null, abstractGraphContent=null, abstractVideo=null, citation=null, cebUrl=null, magXmlContent=null, mapNumber=null, authorCompany=null, fund=null, authors=null, authorsList=Xueliang Li, Houde Liu, Xinlei Liu, Shujun Yang, Wei Wu), CN=ArticleExt(id=1149781774861037761, articleId=1149781740832649663, tenantId=1146029695717560320, journalId=1146120084050784272, language=CN, title=新型耦合式双电机轮毂驱动系统方案设计*, columnId=1149809889410773550, journalTitle=汽车工程, columnName=精选论文, runingTitle=null, highlight=

为解决单级减速轮毂驱动系统无法满足特种车辆性能指标，而二级减速须额外增加操纵机构的问题，本文以低速时转矩耦合模式、中高速时转速耦合模式，且自主模式切换为功能需求，提出了一种由双电机、行星齿轮机构以及单向离合器构成的新型耦合式双电机轮毂驱动系统方案，以最大功率利用率为目标进行了参数匹配；制定了模式自主切换控制策略，在相同的仿真初始条件下，相比于单电机两挡轮毂驱动系统，模式切换过程中耦合式双电机轮毂驱动系统最大车速波动减小了81.25%，最大加速度偏差减少了81.58%；制定了瞬时最优控制策略，在同一循环工况下，相比于单电机两挡轮毂驱动系统，耦合式双电机轮毂驱动系统减少了21.42%的耗电量。并利用原理样机进行了试验，进一步验证了新型耦合式双电机轮毂驱动系统构型方案的功能和可行性。

, articleAbstract=

为解决单级减速轮毂驱动系统无法满足特种车辆性能指标,而二级减速须额外增加操纵机构的问题,本文以低速时转矩耦合模式、中高速时转速耦合模式,且自主模式切换为功能需求,提出了一种由双电机、行星齿轮机构以及单向离合器构成的新型耦合式双电机轮毂驱动系统方案,以最大功率利用率为目标进行了参数匹配;制定了模式自主切换控制策略,在相同的仿真初始条件下,相比于单电机两挡轮毂驱动系统,模式切换过程中耦合式双电机轮毂驱动系统最大车速波动减小了81.25%,最大加速度偏差减少了81.58%;制定了瞬时最优控制策略,在同一循环工况下,相比于单电机两挡轮毂驱动系统,耦合式双电机轮毂驱动系统减少了21.42%的耗电量。并利用原理样机进行了试验,进一步验证了新型耦合式双电机轮毂驱动系统构型方案的功能和可行性。

, correspAuthors=吴维, authorNote=null, correspAuthorsNote=
吴维，教授，工学博士，E-mail：。
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教授,工学博士

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参数 数值
总质量ma /kg 10 000
轮胎半径r/m 0.522（335 80 R20）
迎风面积A/m2 7.50
风阻系数CD 1.00
滚阻系数f 0.025
最高车速umax/（km·h-1） 110
15 km/h最大爬坡度/（°） 30
爬坡速度ua/（km·h-1） 15
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整车参数和需求

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参数 数值
总质量ma /kg 10 000
轮胎半径r/m 0.522（335 80 R20）
迎风面积A/m2 7.50
风阻系数CD 1.00
滚阻系数f 0.025
最高车速umax/（km·h-1） 110
15 km/h最大爬坡度/（°） 30
爬坡速度ua/（km·h-1） 15
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电机 额定功率 峰值转速 额定转矩
MA 26 kW 5 700 r/min 136 N·m
MB 14 kW 12 000 r/min 35 N·m
), ArticleFig(id=1170297434019209735, tenantId=1146029695717560320, journalId=1146120084050784272, articleId=1149781740832649663, language=CN, label=表2, caption=

耦合式双电机轮毂驱动系统电机参数

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电机 额定功率 峰值转速 额定转矩
MA 26 kW 5 700 r/min 136 N·m
MB 14 kW 12 000 r/min 35 N·m
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电机 额定功率 峰值转速 额定转矩
MC 40 kW 9 000 r/min 130 N·m
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单电机两挡轮毂驱动系统电机参数

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电机 额定功率 峰值转速 额定转矩
MC 40 kW 9 000 r/min 130 N·m
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电机 额定功率 额定转速 额定转矩
MA 7.96 kW 2 000 r/min 38 N·m
MB 4.71 kW 4 500 r/min 10 N·m
加载电机 50 kW 500 r/min 1 000 N·m
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原理样机电机参数

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电机 额定功率 额定转速 额定转矩
MA 7.96 kW 2 000 r/min 38 N·m
MB 4.71 kW 4 500 r/min 10 N·m
加载电机 50 kW 500 r/min 1 000 N·m
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传感器 精度 量程
MA输出端 0.2%F.S 100 N·m
MB输出端 0.2%F.S 50 N·m
传动系统输出端 0.05%F.S 1 000 N·m
), ArticleFig(id=1170297434417668627, tenantId=1146029695717560320, journalId=1146120084050784272, articleId=1149781740832649663, language=CN, label=表5, caption=

原理样机转矩传感器参数

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传感器 精度 量程
MA输出端 0.2%F.S 100 N·m
MB输出端 0.2%F.S 50 N·m
传动系统输出端 0.05%F.S 1 000 N·m
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新型耦合式双电机轮毂驱动系统方案设计*
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李学良 1, 2 , 刘厚德 1, 2 , 刘鑫磊 1, 2 , 杨树军 1, 2 , 吴维 3
汽车工程 | 精选论文 2025,47(3): 499-507
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汽车工程 | 精选论文 2025, 47(3): 499-507
新型耦合式双电机轮毂驱动系统方案设计*
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李学良1, 2, 刘厚德1, 2, 刘鑫磊1, 2, 杨树军1, 2, 吴维3
作者信息
  • 1 燕山大学车辆与能源学院，秦皇岛 066004
  • 2 燕山大学，特种运载装备河北省重点实验室，秦皇岛 066004
  • 3 北京理工大学机械与车辆学院，北京 100081

通讯作者:

吴维，教授，工学博士，E-mail：。
Design of a Novel Coupled Dual Motor Hub Drive System Scheme
Xueliang Li1, 2, Houde Liu1, 2, Xinlei Liu1, 2, Shujun Yang1, 2, Wei Wu3
Affiliations
  • 1 College of Vehicles and Energy，Yanshan University，Qinhuangdao 066004
  • 2 Yanshan University，Hebei Key Laboratory of Special Delivery Equipment，Qinhuangdao 066004
  • 3 School of Mechanical Engineering，Beijing Institute of Technology，Beijing 100081
出版时间: 2025-03-25 doi: 10.19562/j.chinasae.qcgc.2025.03.012
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摘要
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为解决单级减速轮毂驱动系统无法满足特种车辆性能指标,而二级减速须额外增加操纵机构的问题,本文以低速时转矩耦合模式、中高速时转速耦合模式,且自主模式切换为功能需求,提出了一种由双电机、行星齿轮机构以及单向离合器构成的新型耦合式双电机轮毂驱动系统方案,以最大功率利用率为目标进行了参数匹配;制定了模式自主切换控制策略,在相同的仿真初始条件下,相比于单电机两挡轮毂驱动系统,模式切换过程中耦合式双电机轮毂驱动系统最大车速波动减小了81.25%,最大加速度偏差减少了81.58%;制定了瞬时最优控制策略,在同一循环工况下,相比于单电机两挡轮毂驱动系统,耦合式双电机轮毂驱动系统减少了21.42%的耗电量。并利用原理样机进行了试验,进一步验证了新型耦合式双电机轮毂驱动系统构型方案的功能和可行性。

轮毂驱动  /  耦合式双电机  /  行星齿轮  /  模式自主切换

To solve the problem that a singlestage reduction hub drive system cannot meet the performance specifications of specialized vehicles, and that a twostage reduction would require the addition of extra control mechanisms, a novel coupled dual motor hub drive system scheme which is composed of two motors, a planetary gear mechanism, and a oneway clutch is proposed in this paper. The system is designed to operate in two coupling modes: torque coupling mode at low speed and speed coupling mode at medium and high speed with an autonomous mode switching capability as a functional requirement. Parameter matching is conducted with the objective of maximizing power utilization rate, and a control strategy for autonomous mode switching is developed. Under the same simulation initial condition, compared to the single motor two speed hub drive system, the coupled dual motor hub drive system exhibits an 81.25% reduction in maximum vehicle speed fluctuation and an 81.58% decrease in maximum acceleration during the mode switching process. An instantaneous optimal control strategy is established. Under the same operating conditions, the coupled dual motor hub drive system demonstrates a 21.42% reduction in energy consumption compared to the single motor twospeed hub drive system. Experimental tests are conducted using a prototype model to further validate the functionality and feasibility of the novel coupled dual motor hub drive system.

hub drive  /  coupled dual motor  /  planetary gear  /  mode automatic switching
李学良, 刘厚德, 刘鑫磊, 杨树军, 吴维. 新型耦合式双电机轮毂驱动系统方案设计*. 汽车工程, 2025 , 47 (3) : 499 -507 . DOI: 10.19562/j.chinasae.qcgc.2025.03.012
Xueliang Li, Houde Liu, Xinlei Liu, Shujun Yang, Wei Wu. Design of a Novel Coupled Dual Motor Hub Drive System Scheme[J]. Automotive Engineering, 2025 , 47 (3) : 499 -507 . DOI: 10.19562/j.chinasae.qcgc.2025.03.012
正文
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前言
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新能源车辆作为国家汽车行业转型发展的重要战略，具有很高的研究价值。分布式轮毂驱动可以大大提高车辆动力性能和功率密度。然而，特种车辆需要兼顾低速大转矩和最高车速等动力性指标，若采用单电机单级减速形式，无法同时满足其动力性指标；二级减速需额外增加操纵机构及其制动机构，难以集成于轮毂有限空间内。另一方面，对于耦合式双电机驱动系统，双电机协同工作可实现不同负载下的高效驱动，经济性好；采用双电机的形式可以提高系统功率密度；当某一电机发生故障时，车辆仍可保持降级行驶，可靠性强。为此本文以特种车辆性能指标为需求，开展具有自主模式切换功能的耦合式双电机轮毂驱动系统方案设计研究。
驱动系统往往都需要很大的减速比来满足目标车辆的动力性能要求，对于多动力源的驱动系统还需要动力耦合机构。多数驱动系统采用行星齿轮机构作为传动机构。对于行星齿轮机构传动系统的研究，国内外学者针对构型方案设计与分析进行了大量工作[1-2]。Wen等[3]针对多电机拖拉机提出了一套新型双电机功率耦合驱动系统设计方法。Tian等[4]提出了一种具有4种工作模式的新型耦合式双电机驱动系统，主要包含制动器和辛普森行星齿轮机构。谢天礼[5]根据结构类型建立了2自由度行星齿轮机构的图论模型，结合工作模式组合提出了一种构型方案分析方法。Zhang等[6]基于双电机行星齿轮机构传动系统，通过加减执行机构的方法得到了改进的双电机行星齿轮机构传动系统构型方案。Zhao等[7]基于改进矩阵对功率分流式混合动力系统构型的生成、筛选和优化技术进行了系统的比较和分析。除此之外，Deng等[8]为了提高单行星排混合动力系统构型的优化设计效率，降低构型的筛选难度，提出了一种基于等效树图的单行星排混合动力系统构型的生成、筛选以及优化设计方法，但是此方法并不适用于分析和筛选拓扑结构复杂多样的多行星排构型。针对上述问题，秦兆博[9]提出了一种混合动力履带车辆构型方案的优化设计方法，对使用2个行星齿轮和3个离合器的功率分流混合动力履带车辆的所有构型进行穷举搜索，提高了直行和转向性能，并降低了燃油消耗。Wei等[10]基于键合图理论生成和表达构型动力学模型，通过设置目标参数对构型进一步优选，利用该方法对构型进行生成，将每个构型与其数值关系进行逐一映射，实现优良构型方案的搜索。
目前多模式、多动力源的耦合式驱动系统，均需要额外的操纵机构实现模式切换，鲜有可实现自主模式切换的构型方案。
本文从特种车辆的动力需求出发，提出新型耦合式双电机轮毂驱动系统的构型功能需求，以单向离合器作为模式切换机构，采用等效杠杆模型开展功能实现研究并获取具体构型。基于车辆动力需求采用最大功率利用率匹配方法进行参数匹配，以满足车辆的动力需求。同时，设计耦合式双电机轮毂驱动系统的模式切换策略，通过与单电机两挡轮毂驱动系统对比分析，验证其在模式切换平顺性和整个循环工况经济性等方面的优势；搭建耦合式双电机轮毂驱动系统的原理样机试验台，验证构型方案的可行性。
1 功能需求分析与实现
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1.1 功能需求
特种车辆驱动系统常采用多挡形式，以同时满足高转矩和高转速的动力性要求。轮毂驱动形式则要求系统集成于轮毂的有限空间内，而常规驱动系统难以在轮毂有限的空间内进行布置。为了在有限空间内保证特种车辆动力性能指标，本文提出了一种新型耦合式双电机轮毂驱动系统，具有转矩耦合和转速耦合两种模式的构型功能，两种耦合模式的输出关系如图1所示。车辆在低速行驶时处于转矩耦合模式保证车辆起步、越野和爬坡能力；车辆在高速行驶时处于转速耦合模式以获取较高的经济性，且满足最高行驶速度要求。
耦合式双电机轮毂驱动系统由双电机、行星齿轮机构及单向离合器构成。通过控制驱动电机转速实现单向离合器的接合和断开，实现两种耦合模式的自主切换。当单向离合器接合时，驱动系统处于单自由度状态，为转矩耦合模式；当单向离合器断开时，驱动系统处于双自由度状态，为转速耦合模式。
行星齿轮机构负载分散齿轮啮合时的摩擦力小而且稳定性好，行星齿轮的结构使其拥有良好的力学平衡，因此行星齿轮机构传动具有较高的效率。耦合式双电机轮毂驱动系统在转矩模式内运行时单向离合器锁止没有效率损失，系统在转速模式内运行时单向离合器断开，处于空转状态效率损失在85%到95%之间。双电机驱动系统在运行时，两个电机的工作点可以通过控制进行协调优化，使两个电机尽可能地工作在高效区，提高驱动系统整体效率。因此耦合式双电机轮毂驱动系统整体效率较高。
耦合式双电机轮毂驱动系统处于转矩耦合模式时，系统为单自由度，此时当某一电机发生故障时，单向离合器处于锁止状态，另一电机可通过单自由度行星齿轮机构输出动力。驱动系统处于转速耦合模式时，系统为双自由度，此时当某一电机发生故障时，通过调控另一电机降低车速至模式切换点，切换至转矩耦合模式，单向离合器处于锁止状态，另一电机可通过单自由度行星齿轮机构输出动力，由此实现驱动系统在单电机故障时仍能保持稳定运行的功能。
1.2 功能实现
耦合式双电机轮毂驱动系统的传动系统包含耦合机构和减速机构。耦合机构由2自由度双行星排和单向离合器构成。两个行星排的太阳轮固连，并与电机MB连接，两个行星排的齿圈固连，并与另一个电机MA连接，两个行星排的行星架分别与单向离合器和输出构件固连，初始构型如图2所示。单向离合器锁止时，耦合机构转速自由度为1，双电机输入转速互成比例，系统处于转矩耦合模式。单向离合器放开时，耦合机构转速自由度为2，双电机输入转矩成比例，系统处于转速耦合模式。
根据等效杠杆法，初始构型可等效成四点杠杆图[11]，如图3所示。输出转速较低时单向离合器锁止，系统处于转矩耦合模式，两电机转速方向相反且按比例同步增加，当电机MA达到转速界限时，控制电机MB降低直至反向输入转速使单向离合器放开，系统进入转速耦合模式以保证输出转速持续增加。
因耦合机构减速能力较小，无法匹配车辆低速大转矩的需求。故本文在输出端连接一个齿圈固定的单行星排作为减速机构，进行减速增转矩。耦合式双电机轮毂驱动系统的传动简图如图4所示。
2 参数匹配与方案验证
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2.1 参数匹配规则
以某10 t级特种车辆作为参照，进行耦合式双电机轮毂驱动系统参数匹配，整车参数和性能需求如表1所示。
根据行星齿轮机构的传动关系，分析双电机耦合轮毂驱动系统的构型方案，可得出两种工作模式下的转速转矩方程。
转矩耦合模式运动学方程如式（1）所示：
(k1-k2)nB(k2+1)k1=(k2-k1)nA(k2+1)=nout(k3+1)(k2+1)k1TB(k1-k2)+(k2+1)TA(k2-k1)=Tout(k3+1)
转速耦合模式运动学方程如式（2）所示：
k2nA(k2+1)+nB(k2+1)=(k3+1)nout(k2+1)TAk2=(k2+1)TB=Tout(k3+1)
式中：k1为左侧行星排特征系数；k2为右侧行星排特征系数；k3为输出端行星排特征系数；nA为电机MA的输入转速；nB为电机MB的输入转速；nout为输出转速；TA为电机MA的输入转矩；TB为电机MB的输入转矩；Tout为输出转矩。
根据两种工作模式下的转速转矩方程进行参数匹配。由转矩耦合的转速方程可得，若某一电机进入恒功率区时另一电机在恒转矩区间，处于恒转矩区间的电机功率无法完全利用。因此，本文以双电机在同输出转速下进入恒功率区间为原则进行参数匹配，则电机MB的峰值转速是电机MA的k1倍。同理，由转速耦合的转矩方程可得，要使两电机在同一输出转矩下进入恒功率区，结合前面的转速关系，则电机MA的转矩应是电机MB的k2倍。
参照车辆以15 km/h的车速在30°的坡度上行驶所需的最大功率为238.12 kW，换算到一个车轮上的耦合式双电机轮毂驱动系统的功率为39.87 kW。参照车辆以110 km/h的车速在水平路面上行驶所需的最大功率为201.83 kW，换算到一个车轮上的耦合式双电机轮毂驱动系统的功率为33.64 kW，本文选取总功率为40 kW。
结合上述参数匹配原则可得驱动系统电机参数，如表2所示。左侧行星排特征系数k1=2.1，右侧行星排特征系数k2=3.9，输出端行星排特征系数为k3=7.8。
2.2 方案与参数合理性验证
转矩耦合模式如图5所示，额定输出转矩可以达到5 000 N·m，额定输出转矩和爬坡阻力矩的平衡车速大于15 km/h，因此在30°的坡度上可以满足以15 km/h的速度爬坡的需求。由于受电机最高转速的限制，转矩耦合模式下的最高车速为46 km/h，需要进入转速耦合模式以满足最高车速110 km/h的需求。
转速耦合模式如图6所示，额定输出转矩可以达到1 500 N·m，在车速达到50 km/h时，驱动系统由恒转矩区间进入恒功率区间。输出转矩与水平行驶阻力矩的平衡车速大于110 km/h，可以满足最高车速110 km/h的需求。
全模式转矩曲线如图7所示，该图表明本文采用的参数匹配原则可以实现平滑的外特性输出，有利于后续模式切换控制策略的制定。
3 性能分析
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3.1 模式自主切换性能分析
3.1.1 模式自主切换控制策略
建立转速耦合与转矩耦合两种模式的动力学方程，如式（3）所示。模式切换机构的转矩是由电机MA和电机MB的输入转矩决定的，而系统输出转矩由输入转矩与单向离合器承受转矩共同决定，这两点规律不随模式变化而改变。
TC=1+k1k2-k1(TA-k2TB)Tout=TA+TB+TC
式中TC为单向离合器传递的转矩。
在加速过程中，如果输出转速小于模式切换阈值时，系统处于转矩耦合模式，双电机采用转矩控制；当输出转速达到模式切换阈值时，通过上述关系控制双电机转矩，实现单向离合器传递转矩的变化。因电机MB输入转速高，转矩区间较小，故对电机MA进行前馈+比例控制，电机MB采用开环控制，实现系统从转矩耦合向转速耦合的模式自主切换。
在减速过程中，输出转速达到模式自主切换条件后，驱动系统从转速耦合向转矩耦合切换，在转速耦合模式时，利用单向离合器的转速对电机MA进行前馈+比例控制，电机MB则采用开环控制。对单向离合器进行调速，使其转速减小到0进而锁止，使系统回到转矩耦合模式[12]。
3.1.2 模式自主切换性能验证
利用MATLAB/Simulink建立了耦合式双电机轮毂驱动系统的仿真模型，如图8所示。对比方案为单电机两挡轮毂驱动系统，其电机参数如表3所示，1挡传动比为i1=3.00×2.83，2挡传动比为i2=2.83，主减速比为i0=4.50。电机调速过程采用PI控制。
将单电机两挡构型的换挡与耦合式双电机轮毂驱动系统的模式切换特性进行对比，两个仿真的初始条件相同满足控制变量法，均为固定满加速踏板，以0 km/h初始速度起动，两系统的总输出功率相同，以20 km/h车速为切换阈值进行模式切换，仿真设定均为定步长，仿真步长0.001 s。两系统的模式切换过程速度曲线如图9所示，加速度曲线如图10所示。
单电机两挡轮毂驱动系统的最大车速波动为2.56 km/h，耦合式双电机轮毂驱动系统的最大车速波动为0.48 km/h，减小了81.25%。单电机两挡轮毂驱动系统的最大加速度偏差为0.38 m/s2，耦合式双电机轮毂驱动系统的最大加速度偏差为0.07 m/s2，减小了81.58%。耦合式双电机轮毂驱动系统车速和加速度更平稳，模式切换品质显著提升。
3.2 经济性能分析
基于如图11所示的某特种车辆循环工况，以两种驱动系统的参数匹配结果作为初始条件，分别计算两者在循环工况中的耗电量，对比耦合式双电机轮毂驱动系统与单电机两挡轮毂驱动系统的经济性能。
根据循环工况，可得到耦合式双电机轮毂驱动系统的目标输出转矩和目标输出转速。根据两个电机效率的map图，穷举确定不同输出转速和输出转矩下两个电机的最佳动力配比。由此可计算出整个循环工况每个时刻对应的两个电机的工作点，结合两个电机效率可得到整个循环工况的耦合式双电机轮毂驱动系统耗电量。单电机两挡轮毂驱动系统的电机工作点可根据循环工况直接确定，结合电机效率map图，可计算出整个循环工况的单电机两挡轮毂驱动系统耗电量。
单电机两挡轮毂驱动系统电机MC工作点效率大于90%的占比为21.7%，如图12所示。耦合式双电机轮毂驱动系统中的电机MA的工作点如图13（a）所示，电机MB的工作点如图13（b）所示。在电机性能参数方面，电机MA的额定功率为26 kW，电机MA的功率在整个系统总功率中占比为65%，MB的额定功率为14 kW，电机MB的功率在整个系统总功率中占比为35%。在循环工况中，电机MA工作点中效率大于90%的占比为42.5%，电机MB工作点中效率大于90%的占比为9.8%。虑及电机MA和电机MB的功率等级，换算到整个驱动系统上双电机整体工作点效率大于90%的占比为31.06%，大于单电机两挡轮毂驱动系统的占比，所以耦合式双电机轮毂驱动系统整体电机效率较高。电机工作点效率占比统计如图14所示。
单电机两挡轮毂驱动系统在上述循环工况的耗电量为11.76 kW·h，耦合式双电机轮毂驱动系统的耗电量为9.24 kW·h，耗电量降低了21.42%。设置电池额定容量为280 kW·h，初始电量为240 kW·h，初始SOC（电池剩余电量占电池额定容量的百分比）为85.7%。两个驱动系统的SOC变化曲线如图15所示，单电机两挡轮毂驱动系统的循环工况结束时的SOC为81.5%，耦合式双电机轮毂驱动系统的循环工况结束时的SOC为82.4%，经济性能明显提升。
4 方案可行性与功能验证
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设计并试制了耦合式双电机轮毂驱动系统构型方案的原理样机，以验证方案的转矩耦合工作模式、转速耦合工作模式和驱动系统自主模式的切换功能。原理样机结构简图、三维模型和实物如图16所示。
原理样机电机参数如表4所示，结构参数为第1行星排系数k1=3.0851，第2行星排系数k2=4.0322，第3行星排系数k3=3.9565。
搭建了原理样机试验台，如图17所示，包括：试验台控制柜、加载电机、惯量组件、驱动电机控制器、原理样机、驱动电机MA以及驱动电机MB。原理样机的驱动电机MA输出端、驱动电机MB输出端以及驱动系统输出端均安装了转矩传感器，用于采集实际的输入转矩、输入转速、输出转矩和输出转速。转矩传感器的精度与量程如表5所示。
驱动电机MA与驱动电机MB均采用手动转矩控制，加载电机采用手动功率控制，进行转矩耦合模式到转速耦合模式的自主模式切换试验，验证耦合式双电机轮毂驱动系统的可行性。
驱动电机MA写入正转矩指令24%（约9.05 N·m），MB电机写入负转矩指令-10%（约-1.36 N·m），此时电机MA的转速和电机MB的转速呈-3.09的比例关系，与式（1）的转速方程吻合，原理样机处于转矩耦合模式。转矩耦合模式稳定一段时间后，回调MB电机的转矩，依次写入0%、10%、20%正转矩指令。完成回调后输出转速迅速增大，电机MA的转矩和电机MB的转矩呈4.03的比例关系，与式（2）的转矩方程吻合，原理样机处于转速耦合模式。通过调控MB电机的动力输入方向，原理样机由转矩耦合模式切换成转速耦合模式，试验过程的转速关系图如图18所示，转矩关系图如图19所示。
耦合式双电机轮毂驱动系统在转矩耦合模式内可以稳定运行，转速耦合模式内也可以稳定运行，并且通过调控驱动电机可实现由转矩耦合模式到转速耦合模式的自主切换，证明了构型方案的功能和可行性。
5 结论
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为了解决10 t量级及以上分布式轮毂电机驱动车辆的现有问题，提出了一种由双电机、行星齿轮机构和单向离合器构成的新型耦合式双电机轮毂驱动系统方案，具有转矩耦合和转速耦合两种模式，利用单向离合器可实现模式自主切换。
以最大功率利用率为目标进行了参数匹配，实现了平滑的外特性输出，转矩耦合模式的额定输出转矩为5 000 N·m，转速耦合模式的额定输出转矩为1 500 N·m，满足参考车辆的动力性能需求。
设计了模式自主切换控制策略，与单电机两挡轮毂驱动系统进行了对比。耦合式双电机轮毂驱动系统的车速和加速度更加稳定，在相同仿真初始条件下，最大车速波动减小了81.25%，最大加速度偏差减小了81.58%。基于特种车辆的循环工况，采用瞬时最优控制策略，相比单电机两挡轮毂驱动系统，耦合式双电机轮毂驱动系统的耗电量降低了21.42%。
试制了新型耦合式双电机轮毂驱动系统的原理样机，并搭建了驱动系统试验台，进行了模式内试验以及由转矩耦合模式到转速耦合模式的自主模式切换试验，原理样机在模式内和模式间自主切换的正常运行，证明了方案的功能和可行性。
基金
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  • *国家自然科学基金青年科学基金(52102429)
  • 河北省教育厅高等学校科技计划青年基金(QN2021137)
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2025年第47卷第3期
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doi: 10.19562/j.chinasae.qcgc.2025.03.012
  • 接收时间：2024-08-07
  • 首发时间：2025-07-09
  • 出版时间：2025-03-25
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  • 收稿日期：2024-08-07
  • 修回日期：2024-09-30
基金
*国家自然科学基金青年科学基金(52102429)
河北省教育厅高等学校科技计划青年基金(QN2021137)
作者信息
    1 燕山大学车辆与能源学院，秦皇岛 066004
    2 燕山大学，特种运载装备河北省重点实验室，秦皇岛 066004
    3 北京理工大学机械与车辆学院，北京 100081

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吴维，教授，工学博士，E-mail：。
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